Counterbalance



Jun 29, 1943. c. w. CLEMENTS COUNTERBALANCE Filed June 20, 1940 3 Sheets-Sheet 1 June 29, 1943.

c. w. CLEMENTS COUNTERBALANCE Filed June 20, 1940 3 Sheets-Sheet 2 June 29, 1943. c. w. CLEMENTS 88 COUNTERBALANCE Filed June 20, 1940 3 Sheets-Sheet 3 CarL W. CLe'menLs Patented June 29, 1943 UNITED STATES PATENT OFFICE 4 Claims.

This invention relates to improvements inlocomotive and similar engines and more especially to the mechanism with which a driven shaft is rotated. In the instance of the locomotive which is herein exclusively used as the example of en gine to which the invention is applied, the rotary or driven shaft is regarded as the main axle.

It is commonly known among persons skilled in this particular art that the main axle must be counterbalanced in order to approach a rhyth= mic rotation, in other words, a character of rota tion'of substantial uniformity that will insure a vibrationless operation. The latter achievement, however, falls short of realization in actual prac-' tice, because despite the counterbalancing of the crank pins there yet remains an unbalanced component which makes itself evident in an unwanted vibration in the axle despite all known efforts to damp it out. Accordingly the instant invention comprises the development of a inech anism for the overcoming of the known defects,

the objects being briefly stated as follows:

First, to provide a mechanism for so counterbalancing the main axle of a locomotive or equivalent mechanism, that known unbalanced components are eliminated.

Second, to provide a counterbalance for a locomotive or equivalent engine wherein reciprocating parts are employed in producing rotary motion.

Third, to provide a counterbalance which practically eliminates the unbalanced components found in the conventional counterbalancing systems used in converting reciprocating motion into rotary motion, the improvement herein employed utilizing a system of Weights counterrotative to the actual motion of the machine.

Other objects and advantages will appear in the following specification, reference being made to the accompanying drawings, in whichi Figure l is a view in perspective of a counterbalance constructed according to the principles of my invention.

Figure 2 is an end elevation of one end of the main axle and parts carried thereby.

Figure 3 is a detail cross sectiontaken on the line 3-'3 of Fig. 2.

Figure 4 is a cross sectiontaken on the line 4-4 of Fig. 1. b

Figure 5 is a cross section taken on the line 55 of Fig. 1.

Figure 6 is a horizontal section of the counter balancing mechanism, parts being shown in ele= Vdtion.

Figure 7 is a vertical cross section taken on theline 1- -1 of Fig. 6.

Figure 8 is a detail view'of the floating yoke.

Figure 9 is a cross section taken on the line Figure 10 is a bottom view in perspective of my counterbalance'shown applied to the wheels and axle of a locomotive.

In carrying out the invention use is made of the main axle I as the foundation for the counterbalance generally designated 2, the function of which is to damp out, so to speak, hitherto inaccessible unbalanced components which have become perceptible in the driving ofsaid axis. The latter carries main driving wheels 3, 4, at its ends. These are affixed to the axle by pins 5 or' any known equivalent, and although comparatively small in the drawings they are intended to representthe main driving wheels of the 1060- motive. V 3 a It is to be borne in mind that since Figs. 1 and 10 are substantially identical, the same reference numerals are employed in both figii'res'. v 4 These wheels and the wheels which they represent, together with the main axle I obviously are elements of common knowledge. This is also true of the pit-mans 6, l, the piston reds 8, 9 and the cylinders ID in which pistons such as H are reciprocated by the introduction of steam; The valve mechanism by which the functions of lead and cut-ofi are accomplished is omitted. In each instance a wrist pin i2 pivotally joins t'he respective pitman to a cross head l3 which is a more or less integral part of the piston rod.

Further describing the knownstructure; the respective pitma-ns 6, I, are connected to crankpins I4, l5 or the wheels 3; 4'.- At points diametrically opposite to the positions of the crank pins and centered on the wheels at identical radial distances are sets of oounterweights l6, IT. The weights are of any known character,- and they are supplemented by subordinate cross counterbalance Weights l8, [9,- the function of which" is to complete thecountier-balancingof the main axle according to known methods. It is to be ob'srv'ed that the crank pins I4, 15, are set apart. This angular spacing also extends to the counterweight s" and their subordinates and necessarily so to; the arrival at as near 9/ balanced condition of the main axle as possible.

From here on the description relates to the counterbalance 2 and all the parts which it comprises. The axle I is supported by main bear-" in'gs 2Q which are firmly secured at 21* ton, platfOffil' 22. This platform is to b regarded broadly as part of the engine frame and it is suspended in a fixed position by studs 23 which extend up to some point of fixed securement.

Each of the main bearings 20 unlike known bearings of the same kind, is slotted at 24. The axle I is thus admitted readily, and when it is emplaced in its bearings, it rests upon the bottoms of the slots which bottoms are considerably lengthened by the addition of bosses 25. The axle I revolves upon these bosses, but it has a permissible up and down motion due to the vertical relationship of the slots 24. The collars 26, 21 on the axle I and located on opposite sides of the bosses 25 are held in bearing relationship to the latter by pins 28 that are driven through the axle. The latter is thus prevented from endwise movement although the up and down movement can occur when required. I

A double-faced bevel gear 29 is secured at 38 to the axle I centrally of its length. The gear faces are designated 3I and 32. These faces are confronted by the gears 33, 34, of what are herein known as gear and disk counterweight couples 35, 36. Said couples and the double-faced gear together with their connecting pinions constitute a sole counterbalancing unit which is centered upon the axial distance of the axle I. The disks of these couples are denoted 31 and 38. They are intended in practice to be of the same size as the wheels 3, 4, which means that in the event of the latter comprising the locomotive drivers the disks 31, 38, would be equally as large as to spacing of counterbalance weights, i. e., the same distance from the center of the driving axle as the crank pins I4, I5.

The couples 35, 36, are completed by sleeves 39, 43, which connect the respective gears and disks 33, 34, and 31, 38. These sleeves are loosely mounted on the main axle I for the purpose: of responding to an effort to rotate them counter to the direction of rotation of said main axle. To illustrate this point the main axle and its aflixed Wheels are rotated in the direction of arrows a (Fig. 1) by the operation of the engine cylinders. The gear 29 being afiixed to the axle rotates in the same direction (arrow 2), Fig. 1).

But the couples 35, 36 are rotated reversely in the direction of the arrows c (Fig. 1).

This efiect is accomplished by a pair of pinions 4|, 42, which interconnect the gears 29, 33 and 34. The disks 31, 38 like their components 3, 4, are counterweighted at 43, 44, and are supplied with subordinate cross counter-balance weights at 45, 46. These sets of weights are also 90 apart, but their angular spacing is so planned that there is no axial coincidence of any of the weights and the crank pins excepting at regularly recurring points in their orbital motion around the axis of the axle.

This statement has its significance in the fact that no two weights of a kind travel together at the same time in the same angular position. It has been pointed out that the counterweights I6, I1, are spaced 90 apart. This is equally true of their subordinates I8, I9. Therefore these weights describe their orbital paths on the basis of a fixed angular spacing. The same principle obtains in the spacing of the counterbalance 2. But it is readily seen that the axes of the two systems of weights must cross once in every 180 of rotation, said crossing, however, being incidental to the traveling of the weights in opposite directions.

To sum up the ultimate efiect of this disposition of the Weights both great and small, masses of metal are distributed at such critical points both around the main axle I and around the counterbalance 2 that a perfectly harmonious rotation is secured insuring the damping out of both the vertical and horizontal vibrations (or forces which produce said vibrations) which are currently the subject of much objection.

Pins 41 driven through the axle I provide rests for stop collars 49 which are abutted by the disks 31, 38. Said collars provide stop means for the couples 35, 35. Thus they are kept in engagement with the pinions 4I, 42.

Said pinions 4|, 42, are carried by a yoke 52 which in a sense is of a floating character. This yoke and the springs (presently described) is largely responsible for compensating for loose play eventually occurring between the teeth of gears 33, 34, and pinions 4I, 42. The pinions are journalled upon the shouldered stubs 53 of studs 54 that are firmly secured into the heavy bosses 55 in each of the arms 56 which give the yoke a fork shape. These arms are connected at one end by a bridge 51, the other ends of the arms being slotted at 58 (Fig. 8) to make room for the axle I because said arms extend slightly beyond said axle. v

This arrangement provides for the touching of the axle by the inner end of the yoke, thus constituting a part of its floating support. The

latter is completed by a pair of springs 59 (Fig;

7), which bear on opposite sides of a bracket 68 extending from the bridge 51. A rigid standard.

5| goes through a hole 62 in the bracket and carries said springs. Nuts 63 on the threaded or made more readily adaptable to the latter in,

the performance of its floating function. A mount 64 of any desired description is used for the afiixation of the standard 5|. 7

A certain amount of riding of the axle I in the slots 24 of the bearings 20 occurs inthe operation of' the counterbalance. In other words, there is a tendency toward said riding of the axle in respect to the bearings as the engine driver wheels 3, 4 traverse the rails. This riding constitutes a useful absorption of movements in the axle which would otherwise evidence themselves as undesirable strains upon the bearings. It is here that the value of the yoke 52 becomes apparent because in addition to yielding to said riding movements, it keeps the pinions 4|, 42, constantly in proper relationship to the contiguous gear faces, avoiding any mal-operation which would otherwise occur.

Another advantage of the yoke 52 lies in the degree of resilience which the arms 56 have. That is to say, these arms can flex a limited amount at their places of connection with the bridge 51. This makes for a mutual accommodation of the various intermeshed gears and pinions, assuring a much better Working than if the yoke were rigid.

The operation is readily understood. Driving power for the axle I is derived from the pistons.

The counterweighting of the wheels 3, 4, which have herein been taken to represent the engine driver wheels, is also in accordance with a known principle. In order to overcome known deficiencies in the counterbalancing functions of the weights I6, l1, and their subordinates l8, [9, use is made of the counterbalance 2 wherein the couples 35, 36, are made to rotate reversely to the direction of the axle. This is accomplished by the master or double-faced gear 29 and its intergearing with said couples as shown in Fig. 6.

Much depends upon the mounting of the pinions 4|, 42. The yoke 52 not only yields to the disturbing effects upon the axle l transmitted thereto through the wheels 3, 4, but also responds to any inequalities in the gears themselves, yielding to such inequalities as may be necessary, all to the ultimate purpose of insuring a harmonious rotation of the counterbalance 2.

I claim:

1. The combination of the reciprocatory piston rods and pitmans of an engine, an axle adapted to be rotated thereby, wheels on the extremities of the axle, each having a crank pin to which the respective pitman is connected to cause said rotation of the axle in either direction, a double faced gear situated midway of the ends of the axle and afiixed to the axle to rotate in the same direction therewith, a gear and disk couple on each of the two sides of the double-faced gear, each couple including a connecting sleeve loosely mounted on the axle, pinions interconnecting the gear faces and gear couples rotating said couples counter to the axle, counterweights attached to the wheels of both the axle and couples, being angularly distributed in a uniform manner in respect to each other and to the axis of the shaft for counterbalancing the mass of the members associated with said shaft, and a yoke having means for suspending it loosely in respect to the axle, said yoke carrying the pinions and responding to inequalities in the gears because of its loose suspension.

2. The combination of the reciprocating piston rods and pitmans of an engine, an axle adapted to be rotated thereby, wheels on the extremities of the axle, each having a crank pin to which the respective pitman is connected to cause said rotation of the axle in either direction, a slotted bearing adjacent to each wheel, in which the axle is normally rested but in which it may ride up and down, a double-faced gear situated midway of the ends of the axle and afiixed to the axle to rotate in the same direction therewith, a gear and disk couple on each of the two sides of the double-faced gear, each couple including a connecting sleeve loosely mounted on the axle, pinions interconnecting the gear faces and gear couples rotating said couples counter to the axle, counterweights attached to the wheels of both the axle and couples, being angularly distributed in a uniform manner in respect to each other and to the axis of the shaft for counterbalancing the mass of the members associated with said shaft, and a yoke having means for suspending it loosely in respect to the axle, said yoke carrying the pinions and responding both to inequalities in the gears and vibration of the axle in its bearings.

3. The combination of the reciprocating piston rods and pitmans of an engine, an axle adapted to be rotated thereby, bearings for the axle, being vertically slotted to allow vertical riding of the axle and resting thereof on the bottoms of the slots, wheels on the extremities of the axle, each having a crank pin to which the respective pitman is connected to cause said rotation of the axle in either direction, a double-faced gear situated midway of the ends of the axle and affixed to the axle to rotate in the same direction therewith, a gear and disk couple on each of the two sides of the double-faced gear, each couple including a connecting sleeve loosely mounted on the axle, pinions interconnecting the gear faces and gear couples rotating said couples counter to the axle, counterweights attached to the wheels of both the axle and couples, being angularly distributed in a uniform manner in respect to each other and to the axis of the shaft for counterbalancing the mass of the members associated with said shaft, a yoke carrying the pinions and touching the axle for support at one of its ends, and a resilient support for the other end of said yoke permitting yielding in response to said riding of the axle in said bearings.

4. The combination of the reciprocating piston rods and pitmans of an engine, an axle adapted to be rotated thereby in either direction, a doublefaced gear situated midway of the ends of the axle and being aifixed to the axle and consequently rotated therewith, counterweight couples loose on the axle and including gears confronting the gears of the double-faced gear, a yoke having a bridge and arms extending therefrom into positions between the gears, said arms being slotted to admit the axle and provide for the support of one end of the yoke upon said axle, stubs affixed to the arms and being directed toward the slots, pinions journaled on the stubs and interconnecting the gears to produce reverse rotations of said couples, said double-faced gear, counterweight couples and pinions constituting a counterbalance unit centered upon the axial distance of the axle, a bracket attachedto the bridge and having a hole, a rigid standard having occupancy of the hole, and springs mounted on the standard on each side of the bracket, bearing on opposite sides of the bracket to support the other end of the yoke and accommodate the yielding of the yoke because of inequalities in the gears and pinions, said counterweight couples including disks on the shaft and provided with balancing weights for counterbalancing the mass of the members associated with said shaft.

CARL W. CLEMENTS. 

